Draft-gear.



PATENTED SEPT. 26, 1905.

0. S. GORNING.

DRAFT GEAR.

APPLICATION FILED JULY 31. 1905.

1 E: II II UNITE STATES ATENT @FFICE.

DRAFT-GEAR.

Specification of Letters Patent.

Patented Sept. 26, 1905.

Ap li ation fil d July 31, 1905. Serial No. 271.917.

T0 (tZZ whont it may concern:

Be it known that I, OnARLEs S. CoRNING, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Draft-Gears, of which the following, taken in connection with the drawings, is a specification.

My invention has for its object the production of a draft-gear designed particularly with regard to combining simplicity and strength and one in which regular standard compression-springs may be used.

One of the objects of my improved draftgear is to transmit the buffing and pulling strain from the draw-bar and yoke to the draft-plates and through them to the bodybolster, thus eliminating one of the greatest difficulties experienced with many draft-gears as at present constructed. This draft-gear is so designed and constructed that it is held rigidly in position between the end sill and body-bolster, thereby maintaining the drawbar in proper position, preventing excessive slack in the trains.

Another object of my invention is to provide means for strengthening the followerbars at the point of greatest strain therein and prevent the bending of the same under the shocks and jars of cars bumping together or the strain caused by the jerk of the pull.

My invention is applicable to cars having wooden or metallic sills; but I have illustrated itlin the drawings in connection with wooden si s.

In the accompanying drawings, forming part of this specification, and in which like letters of reference indicate corresponding parts, I have illustrated one form of device embodying the essential features of my invention, although the same may be carried into effect in other ways without in the least departing from the spirit thereof.

In the drawings, Figure l is a bottom plan View, partly in section and having the center sills and angle-plates broken away, showing the compression portion of the gear. Fig. 2 is a longitudinal section of the same. Fig. 3 is a transverse cross-section through the springs. Fig. A is a side elevation of the brace. Figs. 5 and 6 are respectively edge and end views of the same. Figs. 7, 8, and 9 are respectively side, sectional, and end views of the spring-seats; and Fig. 10 is a side elevation of the draft-plate.

In carrying out my invention, A A represent the center sills, A the end sill, A the center filler, and B the body-bolster, of the underframing of a car, all of which may be arranged in the usual way.

Secured to the center sills A, preferably at the outside thereof, are the draft-plates D. As will be apparent, this arrangement provides greater space for the operative parts of the gear, and by placing them upon the outer faces of the center sills greater space is attained to attach and remove the draft-plates without the necessity of entering the car or removing any of the parts thereof. These advantages are attained in my improved construction in addition to those afforded by placing the draft-plates upon the inside of the center sills. Elongated openings cZ(shown more clearly in Fig. 10) are provided in the draft-plates D for a purpose hereinafter described.

One of the novel features of this construction is the means provided for making the draft-plates adjustable over the bolster B, thereby enabling it to be used with and fit bolsters of different sizes. To do this, a portion of the rear of each of the draft-plates is cut away to fit against the forward side of the bolster B and the elongated portion cl of the draft-plate D is provided with notches or teeth d A movable tailpiece E, adapted to be secured to the center sills, is also pro- Vided with notches or teeth 6, which are arranged to interlock with the notches or teeth (Z in the elongated portion of the draft-plate d. This removable tailpiece E is provided with arecess e, which is adapted to extend over the top and against the rear side of the body-bolster B. When applying the draft plates to a car, the plates D are secured in position and the tailpiece E is fitted closely to the rear of the bolster, the teeth thereof looking with the teeth in the portion d of the draft-plate when said tailpiece is secured in position by bolts or otherwise to the center sills A. l/Vhen it is desired to fit the draftplates over a larger body-bolster, the tailpiece E is moved rearwardly one or more notches, as shown by dotted lines in Fig. 10, and secured in position to the center sills with the teeth interlocked in the proper positions.

Angle-plates D are secured by rivets or otherwise to the draft-plates D and to the center sills A, extending from the end sill A to the body bolster B. A reinforcing or strengthening strip E is secured to the inside of the angle-plates D, (or to the outside of IlC the draft-plates D, as desired) the draftplates D, angle-plates D, and reinforcingplates E being secured together preferably by rivets and the angle-plates and reinforcing-strips having openings coincident with the openings (Zin the draft-plates D. (Shown in sectional portion of Fig. 1.)

A draw-bar F and yoke F, preferably of the construction shown in the drawings, are supported between the draft-plates D. A forward follower-bar Ur and rear follower-bar extend through the draw-bar yoke F and each of the coincident elongated openings (Z in the draft-plates D, angleirons D, and reinforcing-strips E. These follower-bars are provided with openings in the outer-ends thereof, through which is passed a bolt or cotter-pin Fig. 3, or any other suitable securing means.

Supported by the follower-bars G G upon either side of the yoke F area pair of springseats H. These s 'iring-seats being alike, a description of one will suffice for all. The outer end of each of the spring-seats H is provided with an open-ended slot 71/, which is adapted to fit over the edge of one of the follower-bars. The inner side of said seats has an annular projection l1, and when assembled in position as shown in Fig.- 1 the projections 72. support the compression-springs 1 2 upon each side of the draw-baryoke F.

A brace K is disposed inside of the yoke F. This brace is provided with elongated openings /r /r, through which the followerbars G G extend. The rear end of this brace is shaped so as to conform to the outline of and abut against the circular end of the yoke F, the opposite end of said brace being straight and in the form of the construction shown in the drawings is adapted to abut against the tail of the draw-bar F. The brace K may be of different shapes, according to the capacity of the cars upon which it is to be used; but for ordinary servicel prefer the form illustrated in Figs. at and 5. In this construction a web L connects the upper rib Z and the lower rib Z of the brace, said web preferably being made heavier at the center thereof, as shown at Zr, Figs. 5 and 6.

The operation is briefly explained as follows: WVhen assembled,the draw-bar is directly in front of the center of the forward follower and in front of the brace K. Under a buffing strain the tail of the draw-bar impinges directly upon the forward follower G and the brace K, which holds the compressionsprings apart. The size of this brace is such that when the springs are closed to within a fraction of an inch of their compression limit both forward and rear followers are metal to metal on the draft-plates, and the brace K impinges upon the rear side of the forward followers and on the front side of the rear follower directly in line with the tail of the draw-bar, thus forming a continuous brace between the followers G and G, so that neither follower can bend without at the same time bending the other. The brace K also serves to hold the springs apart, so that the coils thereof cannot contact with each other, thereby preventing breakage. Under the pulling strain the action is reversed and the rear end of the brace K is forced against the yoke F, with each of the followers braced against the draft-plates upon the opposite end of the elongated openings cl and against the brace K at the centers thereof. By this construction the draw-bar is constantly maintained in one position, thus preserving the designed slack of the train, and the followers are so braced that it is impossible to bend the same. As the strain of both the pull and buff are by this means transmitted to the draft-plates andbolster, there is no danger of shearing the rivets connecting the draw-bar and yoke.

The advantages of my invention will be apparent to those skilled in the art.

My improvements are simple in construction, comprise few parts, can be easily and cheaply manufactured and placed in position, and are effectual in all respects in the performance of their functions.

Slight changes might be made in the details of construction of my invention without departing from the spirit thereof or limiting its scope, and hence I do not wish to limit myself to the precise details or to the size and shape of the different parts of the construction here shown, but contemplate such changes as, for instance, utilizing three cushioning-springs instead of two, by placing an additional spring inside of the yoke F, and arranging a brace abutting against the followers at each side of said center spring. I also contemplate lengthening the followerbars to support cushioning-springs outside of the draft-plates in case a gear exceeding three springs in number is desired and bracing the follower-bars, as heretofore explained.

I claim 1. A draft-gear comprising in combination the underframing of a car, a draw-bar and yoke movable therein, a brace disposed within said yoke, elongated openings in said brace, follower-bars extending through said openings, and cushioning-springs supported by said followers, substantially as described.

2. In a draft-gear the combination of the underframing of a car, slotted d raft-plates secured to said underframe, a draw bar and yoke movable in said draft-plates, followerbars extending through said draft-plates, a plurality of cushioning-springs supported by said follower-bars, and braces between the aforesaid follower bars and cushioningsprings, substantially as described.

3. In a draft-gear the combination of the center sills of a car, a draw-bar and yoke movable therein, draft-plates secured to the outer faces of said center sills, elongated openings in said draft-plates, angle-plates and reinforcingstrips secured to said draft-plates, coincident openings through said plates and strips, follower-bars extending through said openings, spring-seats supportedby said followers, cushioning-springs between said spring-seats, and a brace between said followers and cushioning-springs, substantially as described.

at. In a draft-gear the combination of the center sills and body-bolster of a car, a drawbar and yoke movable therein, draft-plates and adjustable tailpieces abutting each side of the body-bolster and secured together over said bolster, follower-bars extending through said draft-plates, and cushioning-springs and braces therebetween supported by said follower-bars, substantially as described.

5. In a draft-gear, the combination of the center sills and body-bolster of a car, a drawbar and yoke between said sills, draft-plates secured to said sills and abutting against the body-bolster, adjustable tailpieces abutting against the rear of the body-bolster, means for securing said tailpieces and draft-plates together over the bolster, follower-bars extending through said draft-plates and yoke, cushioningsprings between said followerbars, and braces between said springs and followers, substantially as described.

6. In a draft-gear the combination of the underframing of a car. a draw-bar and yoke movable therein, slotted draft-plates secured to said underframing and abutting against the body-bolster of the car, adjustable tailpieces abutting against the rear of said bolster, means for securing said tailpieces and draft-plates together over the body-bolster, follower-bars extending through said draft-plates and yoke, cushioning-springs supported by said followers, and braces between the aforesaid cushioning-springs and followers, substantially as described.

7. The combination of the center sills and body-bolster of a car, draft-plates secured to said center sills, adjustable tailpieces and means for securing said tailpieces and draft-- plates over the bolster and to the center sills, substantially as described.

8. A draft-plate for cars, comprising a plate adapted to abut against one side of the bodybolster of a car, a removable and adjustable tailpiece adapted to abut the opposite side of the body-bolster, and means for securing said plate and tailpiece together over said bolster, substantially as described.

9. A draft-plate for cars, comprising a plate having an elongated portion at one end thereof, notches or teeth in said elongated portion, an adjustable tailpiece having corresponding notches or teeth adapted to interlock with the aforesaid notches in the draft-plate and fit over the body-bolster of a car, substantially as described.

10. The combination of the center sills and body-bolster of a car, a draft-plate secured to each of said sills, an elongated portion extending above the body-bolster, a removable tailpiece abutting against the body-bolster and means for securing the tailpiece and draftplate over the bolster, substantially as described.

11. The combination of the center sills and body-bolster of a car, draft-plates secured to said center sills, adjustable tailpieces engaging the draft-plates over the body-bolster and secured to the center sills, a draw-bar and yoke movable in said draft-plates, followerbars extending through the aforesaid yoke and draft-plates, cushioning-springs between the follower-bars and braces between the cushioning-springs, substantially as described.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

CHARLES S. (JORNING.

\Vitnesses:

E. A. GARDINER, O. P. KAMsoHUL'rn. 

